EP0231647A2 - Übersetzungsverhältnis-Steuersystem für ein stufenlos veränderbares Getriebe - Google Patents

Übersetzungsverhältnis-Steuersystem für ein stufenlos veränderbares Getriebe Download PDF

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Publication number
EP0231647A2
EP0231647A2 EP86310069A EP86310069A EP0231647A2 EP 0231647 A2 EP0231647 A2 EP 0231647A2 EP 86310069 A EP86310069 A EP 86310069A EP 86310069 A EP86310069 A EP 86310069A EP 0231647 A2 EP0231647 A2 EP 0231647A2
Authority
EP
European Patent Office
Prior art keywords
transmission ratio
transmission
valve
control
control valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP86310069A
Other languages
English (en)
French (fr)
Other versions
EP0231647A3 (de
Inventor
Hiroya Ohkumo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Jukogyo KK
Fuji Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Jukogyo KK, Fuji Heavy Industries Ltd filed Critical Fuji Jukogyo KK
Publication of EP0231647A2 publication Critical patent/EP0231647A2/de
Publication of EP0231647A3 publication Critical patent/EP0231647A3/de
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means

Definitions

  • the present invention relates to a control system for a continuously variable belt-drive automatic transmission for a motor vehicle, and more particularly to a system which includes means for controlling the transmission ratio during rapid deceleration of the vehicle.
  • a known control system for a continuously variable belt-drive transmission comprises an endless belt running over a drive pulley and a driven pulley.
  • Each pulley comprises a movable conical disc which is axially moved by a fluid operated servo device so as to vary the running diameter of the belt on the pulleys in dependence on driving conditions.
  • the system is provided with respective spool valves for line pressure control valve and a transmission ratio control
  • the transmission ratio control valve operates to decide the transmission ratio in accordance with the opening degree of the throttle valve of the engine and the speed of the engine.
  • the line pressure control valve is adapted to control the line pressure in accordance with the transmission ratio and the engine speed.
  • the output of the engine is transmitted to the drive pulley through a clutch.
  • the line pressure is controlled to prevent the belt from slipping on pulleys in order to transmit the output of the engine.
  • the transmission ratio is set at a maximum value.
  • the clutch is engaged to start the vehicle.
  • the transmission ratio starts to change (to upshift) at a point A of Figure 5.
  • the transmission ratio is automatically and continuously reduced at a speed along a line l U and finally reaches a minimum transmission ratio line l H .
  • the transmission ratio begins to increase.
  • the transmission ratio is increased (downshifted) along a line l D and reached the maximum transmission ratio line l L .
  • the present invention seeks to provide a system which can rapidly downshift the transmission during rapid deceleration of the vehicle.
  • the target value of the transmission ratio is increased to a large value when the magnitude of deceleration is greater than a set value.
  • the present invention provides a control system for a continuously variable transmission for a motor vehicle, the transmission having a drive pulley including a hydraulically shiftable disc and a first hydraulic cylinder for shifting the disc, a driven pulley including a hydraulically shiftable disc and a second hydraulic cylinder for operating the disc, a belt engaged with both pulleys, a spool valve for transmission ratio control, and a hydraulic circuit having a pump for supplying oil to the first and second cylinders through the transmission ratio control valve;
  • the control system being characterised by: means for detecting the load on the engine and for producing a load signal, first means responsive to the load signal for producing a target transmission ratio signal, second means responsive to the target transmission ratio signal for shifting the spool of the transmission ratio control valve so as to provide a transmission ratio, means for detecting rapid deceleration of the vehicle and producing a deceleration signal, and third means responsive to the deceleration signal for increasing the target transmission ratio so as to increase the actual transmission ratio.
  • a motor vehicle is provided with an engine 1, and an electromagnetic powder clutch 2 for transmitting the power of the engine to a continuously variable belt-drive transmission 4 through a selector mechanism 3.
  • the belt-drive transmission 4 has a main shaft 5 and an output shaft 6 provided in parallel with the main shaft 5.
  • a drive pulley (primary pulley) 7 and a driven pulley (secondary pulley) 8 are mounted on shafts 5 and 6 respectively.
  • a fixed conical disc 7b of the drive pulley 7 is integral with main shaft 5 and an axially movable conical disc 7a is axially slidably mounted on the main shaft 5.
  • the movable conical disc 7a also slides in a cylinder 9a formed on the main shaft 5 to provide a servo device.
  • a chamber 9 of the servo device communicates with a hydraulic circuit 20.
  • a fixed conical disc 8b of the driven pulley 8 is formed on the output shaft 6 opposite a movable conical disc 8a.
  • the conical disc 8a has a cylindrical portion which is slidably engaged in a cylinder 6a of the output shaft 6 to form a servo device.
  • a chamber 10 of the servo device is also communicated with control circuit 20.
  • a drive belt 11 engages with the drive pulley 7 and the driven pulley 8.
  • a drive gear 12 Secured to the output shaft 6 is a drive gear 12 which engages with an intermediate reduction gear 13 on an intermediate shaft 14.
  • An intermediate gear 15 on the shaft 14 engages with a final gear 16.
  • the rotation of the final gear 16 is transmitted to axles 18 of vehicle driving wheels 19 through a differential 17.
  • chamber 9 of the drive pulley 7 is supplied with pressurized oil by an oil pump 21 from an oil reservoir 26 passing through a line pressure conduit 22, ports 41a and 41e of a line pressure control valve 40, transmission ratio control valve 50, and conduit 23.
  • the chamber 10 of driven pulley 8 is applied with pressurized oil through a passage 22b without passing through valves 40 and 50.
  • the movable conical disc 7a of the drive pulley 7 is so designed that the pressure receiving area thereof is larger than that of movable conical disc 8a of the driven pulley 8.
  • the line pressure control valve 40 comprises a valve body 41, spool 42, and chambers 41c and 41d.
  • the spool 42 is applied with pressure of the pressurized oil in the chamber 41c supplied through a conduit 31.
  • the other end of the spool 42 is applied with the force of a spring 43 provided between the end of the spool 42 and a retainer 45 the position of which is adjustable by a screw 44.
  • the port 41a is communicated with a drain port 41b for a drain passage 27 in accordance with the position of a land of the spool 42.
  • the drain port 41b communicates with oil reservoir 26 through passage 27.
  • the transmission ratio control valve 50 comprises a valve body 51, spool 52, and spring 53 for urging the spool 52 in the downshift direction.
  • a port 51b of the valve body 51 is selectively connected with a pressure oil supply port 51a or a drain port 51c in accordance with the positions of lands of spool 52.
  • Port 51b communicates with chamber 9 through conduit 23, and port 51a communicates with port 41e of line pressure control valve 40 through conduit 22a.
  • the drain port 51c is connected with the oil reservoir 26 through a conduit 24 and a check valve 25.
  • the system is provided with a regulator valve 60, and solenoid operated on-off valves 66 and 68.
  • the regulator valve 60 comprises a valve body 61, an inlet port 61a connected to the pump 21 through passages 37 and 22, a spool 62, an end chamber 61c connected to the passage 37, and a spring 63 urging the spool 62 to the chamber 61c.
  • the spool 62 is shifted to the left, so that an inlet port 61a communicates with a drain port 61b to drain the oil.
  • a constant pressure of oil is provided in the passage 37.
  • the passage 37 is communicated with the chamber 41d of line pressure control valve 40 through a constant pressure passage 38, orifice 65, solenoid operated on-off valve 66, and passage 32 having an accumulator 32a. Further, the passage 38 is connected with an end chamber 51d of the transmission ratio control valve 50 through a passage 33, and with another end chamber 51e through an orifice 67, solenoid operated on-off valve 68 and passage 34.
  • the solenoid operated on-off valve 66 is adapted to be operated by pulses. When energized, a valve 66a opens a drain port 66b. The pulsation of the pressure of oil in the passage 32 is smoothed by accumulator 32a.
  • the solenoid operated on-off valve 68 is the same as valve 66 in construction and operation.
  • the valves 66 and 68 are operated by signals from a control unit 70.
  • pressure controlled by the valves 66 and 68 is applied to chambers 41d and 51e.
  • the transmission ratio control valve 50 pressure receiving area of the spool 52 at chamber 51e is set to a value larger than the area at the chamber 51d.
  • the control pressure in the chamber 51e can be changed between a maximum value, which is the same as the constant pressure in the chamber 51d, when the duty ratio is 0% and zero by controlling the duty ratio of pulses for operating the valve 68.
  • the transmission ratio control valve 50 is so arranged that the spool 52 is at a neutral position at a middle duty ratio (for example 50%) and is located in an oil supply position by increasing the duty ratio from the middle duty ratio because of reduction of control pressure in the chamber 51e. Further, the speed of the movement of the spool 52 changes with the magnitude of changing of the duty ratio.
  • the spool 52 is shifted to an oil drain position by decreasing the duty ratio. It will be understood that when the oil is supplied to the chamber 9, the transmission is upshifted.
  • a drive pulley speed sensor 71, driven pulley speed sensor 72, engine speed sensor 73 and throttle position sensor (or intake manifold pressure sensor) 74 are provided.
  • Output signal N s and output signal ⁇ of the throttle position sensor 74 are fed to a desired transmission ratio calculator 76.
  • the target transmission ratio id is calculated by the calculator 76 in accordance with the signals N s and ⁇ .
  • the target transmission ratio id is fed to a transmission ratio changing speed calculator 78 through a correcting section 107.
  • the output ⁇ is fed to an acceleration calculator 82 to obtain acceleration ⁇ .
  • the signal of the acceleration ⁇ is supplied to a coefficient setting section 77 to produce a coefficient K.
  • the speed di/dt and actual ratio i are applied to a duty ratio table 79 to derive the duty ratio D.
  • the duty ratio D is supplied to the solenoid operated valve 68 through a driver 80.
  • the output signal ⁇ of throttle position sensor 74 and the output N e of engine speed sensor 73 are fed to an engine torque calculator 96, so that engine torque T is calculated based on throttle position ⁇ and engine speed Ne.
  • the actual transmission ratio i from the calculator 75 is applied to a necessary line pressure table 103 to drive a necessary line pressure P LU per unit torque.
  • the necessary line pressure P LU and the engine torque T are applied to a desired line pressure calculator 104 where a desired line pressure P L is calculated.
  • the desired line pressure P L is applied to a duty ratio table 105 to derive a duty ratio D L corresponding to the desired line pressure P L .
  • the duty ratio D L is supplied to a driver 106 which operates the solenoid operated on-off valve 66 at the duty ratio.
  • the deceleration G is applied to a rapid deceleration detector 109 where it is compared with a predetermined reference G1 and produces a rapid deceleration signal G r when G is larger than G1.
  • the signal G r is applied to correcting section 107 where a correcting value ⁇ i is added to the target transmission ratio (id + ⁇ i) thereby increasing the target transmission ratio.
  • the electromagnetic clutch 2 is gradually engaged, transmitting the engine power to the drive pulley 7.
  • the power of the engine is transmitted to the output shaft 6 at the largest transmission ratio by the driving belt 11 and driven pulley 8, and further transmitted to axles of the driving wheels 19.
  • the vehicle is started.
  • the clutch 2 is entirely engaged.
  • the line pressure is at the highest value by the pressure control valve 40, since the duty ratio for the valve 66 is large, and the spool 42 of the control valve 40 is at the right end position.
  • the desired transmission ratio id and transmission ratio changing speed di/dt are calculated by calculators 76, 78, and duty ratio D is obtained from the table 79.
  • the value of the duty ratio D is larger than the neutral value, so that the pressure in the chamber 51d of the control valve 50 is higher than the chamber 51e.
  • the spool 52 is shifted to the left to connect the port 51a with port 51b, so that oil is supplied to the chamber 9 through the conduit 23.
  • duty ratio for the valve 66 is reduced, thereby shifting the spool 42 of the valve 40 to the left.
  • the port 41a communicates with the port 41b of the drain passage 27.
  • the duty ratio for the valve 68 becomes large, thereby increasing the transmission changing speed di/dt.
  • the opening degree of the throttle valve is reduced for deceleration, the duty ratio is reduced, thereby shifting the spool 52 to the right to drain the chamber 9.
  • the transmission is downshifted.
  • the transmission changing speed at downshifting increases with reducing of the duty ratio.
  • a torque T is obtained in accordance with throttle position ⁇ and engine speed N e , which is applied to desired line pressure calculator 104.
  • the calculator calculates a desired line pressure P L .
  • the solenoid operated on-off valve 66 is operated at a duty ratio corresponding to the desired line pressure P L .
  • the line pressure is applied to chamber 10 to hold the belt 11 at a necessary minimum force, the transmitting torque at which is slightly larger than torque T. Thus, power is transmitted through the transmission without slipping of the belt.
  • the rapid deceleration signal G r is applied to the correcting section 107 from the rapid deceleration detector 109 to add the ⁇ i to the desired transmission ratio (id + ⁇ i).
  • the target transmission ratio is increased so that the transmission ratio is increased.
  • the transmission ratio changes as shown by a chain line l r . Accordingly, the transmission is downshifted at a higher engine speed, so that the transmission ratio reaches the maximum ratio at higher engine speed and vehicle speed.
  • the transmission ratio changing speed is increased by the increase of the desired transmission ratio, thereby quickly downshifting the transmission to the maximum value.
  • the correcting value ⁇ i can be adjusted in accordance with the magnitude of the deceleration G so as to increase the transmission ratio.
  • Fig. 6 shows the operation of the change of the transmission ratio.
  • the detection of rapid deceleration is executed by an interrupt routine shown in Fig. 7.
  • V is vehicle speed
  • T is interval of the interrupt.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP86310069A 1985-12-23 1986-12-23 Übersetzungsverhältnis-Steuersystem für ein stufenlos veränderbares Getriebe Withdrawn EP0231647A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP60289791A JPS62146737A (ja) 1985-12-23 1985-12-23 無段変速機の制御装置
JP289791/85 1985-12-23

Publications (2)

Publication Number Publication Date
EP0231647A2 true EP0231647A2 (de) 1987-08-12
EP0231647A3 EP0231647A3 (de) 1988-06-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP86310069A Withdrawn EP0231647A3 (de) 1985-12-23 1986-12-23 Übersetzungsverhältnis-Steuersystem für ein stufenlos veränderbares Getriebe

Country Status (3)

Country Link
US (1) US4803900A (de)
EP (1) EP0231647A3 (de)
JP (1) JPS62146737A (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4042092A1 (de) * 1989-12-28 1991-07-11 Fuji Heavy Ind Ltd Uebersetzungsverhaeltnis-steuersystem fuer ein stufenlos variables getriebe
DE4042090A1 (de) * 1989-12-28 1991-11-28 Fuji Heavy Ind Ltd Uebersetzungsverhaeltnis-steuersystem eines stufenlos variablen getriebes fuer ein kraftfahrzeug
EP1158215A3 (de) * 2000-05-23 2008-08-06 Toyota Jidosha Kabushiki Kaisha Steuersystem und -verfahren für ein stufenlos verstellbares Kraftfahrzeuggetriebe

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2723146B2 (ja) * 1986-02-20 1998-03-09 株式会社デンソー 車両用無段変速機の変速比制御装置
JPH0749824B2 (ja) * 1986-03-06 1995-05-31 本田技研工業株式会社 車両用無段変速機の変速制御方法
JPS6456238A (en) * 1987-08-25 1989-03-03 Fuji Heavy Ind Ltd Constant speed control device for vehicle provided with continuously variable transmission
JPH07111221B2 (ja) * 1987-10-20 1995-11-29 本田技研工業株式会社 車両用無段変速機の変速制御方法
JPH01132431A (ja) * 1987-11-16 1989-05-24 Honda Motor Co Ltd 車両用無段変速機の変速制御方法
JP2614068B2 (ja) * 1988-01-29 1997-05-28 マツダ株式会社 無段変速機の制御装置
US5085104A (en) * 1989-04-12 1992-02-04 Toyota Jidosha Kabushiki Kaisha Hydraulic control apparatus for vehicle power transmitting system
US5047937A (en) * 1990-06-01 1991-09-10 General Motors Corporation Engine CVT control system
US5046177A (en) * 1990-06-01 1991-09-03 General Motors Corporation Engine-CVT performance mode system
JP2906692B2 (ja) * 1991-02-01 1999-06-21 日産自動車株式会社 無段変速機の変速制御装置
DE4440278C1 (de) * 1994-11-11 1995-11-30 Telefunken Microelectron Vorrichtung zur Bestimmung der Umlaufgeschwindigkeit des Übertragungsmittels eines stufenlosen Umschlingungsgetriebes
DE19733960A1 (de) * 1997-08-06 1999-02-11 Bosch Gmbh Robert Vorrichtung und Verfahren zur Übersetzungsverstellung bei einem CVT
DE19743058A1 (de) * 1997-09-30 1999-04-01 Bosch Gmbh Robert Vorrichtung und Verfahren zur Verstellung der Übersetzung eines CVT
JP4515564B2 (ja) * 1999-11-08 2010-08-04 アイシン・エーアイ株式会社 自動変速装置におけるシフト自動戻し装置
DE102004040568A1 (de) * 2004-08-21 2006-02-23 Daimlerchrysler Ag Vorrichtung mit einer Einheit, die dazu vorgesehen ist, einen stufenlos einstellbaren Variator eines Kraftfahrzeuggetriebes einzustellen
US8321105B2 (en) * 2007-10-31 2012-11-27 Caterpillar Inc. Propulsion system with a continuously variable transmission
JP5780184B2 (ja) * 2012-03-09 2015-09-16 トヨタ自動車株式会社 車両の制御装置
JP5741553B2 (ja) * 2012-11-02 2015-07-01 トヨタ自動車株式会社 車両の制御装置

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FR2385902A1 (fr) * 1977-03-31 1978-10-27 Renault Procede de regulation d'un groupe moto-propulseur et dispositif permettant sa mise en oeuvre
US4284096A (en) * 1980-06-04 1981-08-18 Ford Motor Company Automatic transmission governor having deceleration sensitive pressure switching feature
EP0093312A1 (de) * 1982-04-19 1983-11-09 Nissan Motor Co., Ltd. Verfahren und Vorrichtung zur Steuerung des Untersetzungsverhältnisses eines stufenlos variablen Getriebes mit Ausgleich der Geschwindigkeit der Gaspedalbetätigung
DE3415596A1 (de) * 1983-04-26 1984-10-31 Toyo Kogyo Co. Ltd., Hiroshima Steuerungssystem fuer kraftfahrzeug-antriebe
GB2145785A (en) * 1983-08-31 1985-04-03 Fuji Heavy Ind Ltd A system for controlling the transmission ratio of an infinitely variable belt-drive transmission
EP0182616A1 (de) * 1984-11-16 1986-05-28 Fuji Jukogyo Kabushiki Kaisha Steuerung für ein stufenloses Getriebe

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US4387608A (en) * 1979-09-12 1983-06-14 Robert Bosch Gmbh Electronic control for a stepless vehicle transmission using a control member response to dynamic pressure
US4522086A (en) * 1981-04-24 1985-06-11 Borg-Warner Corporation Control system for continuously variable transmission
EP0111854B1 (de) * 1982-12-17 1989-03-15 Nissan Motor Co., Ltd. Verfahren zum Steuern eines stufenlos veränderbaren Getriebes oder dergleichen
JPS59175664A (ja) * 1983-03-23 1984-10-04 Fuji Heavy Ind Ltd 無段変速機の変速制御装置
JPS6057047A (ja) * 1983-09-09 1985-04-02 Fuji Heavy Ind Ltd 無段変速機の変速特性制御装置
JPS6060361A (ja) * 1983-09-10 1985-04-06 Fuji Heavy Ind Ltd 無段変速機のライン圧制御装置
JPS60222651A (ja) * 1984-04-20 1985-11-07 Fuji Heavy Ind Ltd 無段変速機の制御装置
US4631043A (en) * 1984-05-03 1986-12-23 Toyota Jidosha Kabushiki Kaisha Hydraulic control apparatus for a continuously variable transmission
JPS60241561A (ja) * 1984-05-14 1985-11-30 Nissan Motor Co Ltd 無段変速機の制御装置
JPS60260753A (ja) * 1984-06-06 1985-12-23 Toyota Motor Corp 車両用無段変速機の制御装置
JP2506630B2 (ja) * 1984-09-13 1996-06-12 アイシン精機株式会社 Ｃｖｔ制御方式

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2385902A1 (fr) * 1977-03-31 1978-10-27 Renault Procede de regulation d'un groupe moto-propulseur et dispositif permettant sa mise en oeuvre
US4284096A (en) * 1980-06-04 1981-08-18 Ford Motor Company Automatic transmission governor having deceleration sensitive pressure switching feature
EP0093312A1 (de) * 1982-04-19 1983-11-09 Nissan Motor Co., Ltd. Verfahren und Vorrichtung zur Steuerung des Untersetzungsverhältnisses eines stufenlos variablen Getriebes mit Ausgleich der Geschwindigkeit der Gaspedalbetätigung
DE3415596A1 (de) * 1983-04-26 1984-10-31 Toyo Kogyo Co. Ltd., Hiroshima Steuerungssystem fuer kraftfahrzeug-antriebe
GB2145785A (en) * 1983-08-31 1985-04-03 Fuji Heavy Ind Ltd A system for controlling the transmission ratio of an infinitely variable belt-drive transmission
EP0182616A1 (de) * 1984-11-16 1986-05-28 Fuji Jukogyo Kabushiki Kaisha Steuerung für ein stufenloses Getriebe

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4042092A1 (de) * 1989-12-28 1991-07-11 Fuji Heavy Ind Ltd Uebersetzungsverhaeltnis-steuersystem fuer ein stufenlos variables getriebe
DE4042090A1 (de) * 1989-12-28 1991-11-28 Fuji Heavy Ind Ltd Uebersetzungsverhaeltnis-steuersystem eines stufenlos variablen getriebes fuer ein kraftfahrzeug
EP1158215A3 (de) * 2000-05-23 2008-08-06 Toyota Jidosha Kabushiki Kaisha Steuersystem und -verfahren für ein stufenlos verstellbares Kraftfahrzeuggetriebe

Also Published As

Publication number Publication date
US4803900A (en) 1989-02-14
EP0231647A3 (de) 1988-06-22
JPH0564263B2 (de) 1993-09-14
JPS62146737A (ja) 1987-06-30

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